Traction-engine.



PATENTBD JAN. 29, 1907. M. J HOGAN.

NGINE.

APPLICATION FILED SEPT. 19, 1903. RENEWED UNE 2,1906.

TRACTION B 4 SHEETS-SHEET 1.

EMWEII 3g gimp-112g PATE NTED JAN. 29

M. J. HOGAN.

TRACTION ENGINE.

APPLIUATION EILE SEPT. 19, 1903. RENEWED JUNE 2,1906.

4 SHEETS-SHEET 2.

Ill r| l Rial .l (I.

PATENTED JAN. 29,1907.

M. J. HOGAN. TRACTION ENGINE.

APPLICATION FILED SEPT. 19,1903. RENEWED JUNE 2,1906.

4 SHEETS-SHEET 3.

No. 842,786. V'PATENTED JAN; 29, 1907. M. J. HOGAN.

.TRAOTION ENGINE.

APPLICATION FILED SEPT. 19, 1903. RENEWED .TLTNE 2,1906.

4 SHEETS-SHEET 4,

MARTIN J. .Hocnv,

or CANTON, onio.

TRACTEQN-ENGINE.

Specification of Letters Patent.

Patented J an. 29, 1907.

Application filed September 19, 1903. Renewed June 2. 1906. Serial No.319.922.

T0 aZZ whom it nmyvcoucern:

Be it known that I. MARTIN J. HOGAN, a citizen of the United States,residing at Canton, in the county ofStark and State of Ohio, haveinvented certain new and useful Improvements inTraction-Engines, ofwhich the following is a specification, reference being had thereintothe accompanying drawings. This invention relates to improvements intraction-engines.

It has for its object to provide a tractionengine adapted for very heavywork and to so arrange thedriving parts as 'to obtain the greatestefficiency therefrom and entirely re:

lieve the boiler from the strainsincidentto it i when the engines ormotors are secured to the shell thereof. 7 v

In various parts of the country at the present time a demand has arisenfor tractionmotors of a high horse-power These trac tion-engines havebeen mainly used for agricultural purposes, tilling'the soil, anddriving separators, threshers, and the like; butof late a demand hasgrown up for engines of very high power for haulage purposes at lumbercamps and mines. They are often called upon to travel over very roughroads and are subjected to, severe strains and stresses which call forarigid construction andmostefiicient arrangement of the working parts.The

high horse-power demanded from them not 7 only requires the use of largeand heavy engines, but'also high steamressures, this be mg found moreecononnca m the operation of the engines."'It is well known whentheengines are mounted on the boiler that not only is the latterweakened by their Weight and vibrations, but that every-bolt that passesthrough the boiler-shell decreases the oiler-pressure to which it-may besubjected with safety and tends to make the boiler more liable toleakage.

In my present construction I have so arranged and correlated theengines, theworking parts, and the boiler that the latter is notsubjected toany strains fromthe engines or from their vibrations, and Iprovide a boiler which is practically boltless.

' bOllQI'SllOWIl in dotted lines.

Figure 1 is a side elevation of an engine embodying my improvements, thetractionwheel on the front side thereof being removed in order to showthe parts behind it. Fig. 2 is a plan view of the same with the Fig. 3is a side elevation of the framework detached, showing the bearingsforthe different shafts and the plates for securing the boiler and thegooseneck steering mechanism in position. Fig. 4 is a plan view of theframework. Fig.

5 is a view, partly in section, of the crankshaft and parts of theengine associated therewith. Fig. 6 is a view, artly in section, of thecounter-shaft and the parts asso ciated therewith. Fig. 7 is aplan view,and Fig. 8 is a side elevation, of one of the engines detached. Figs.Q'to 26 showdetails.

g In the drawings, A indicates the framework or supporting structure forthe mechanism as an entirety, B thxeng'ines, and C the boiler. The sidepartsof thisframework, as shown, are longitudinal beams 01' sills 1 1.At intervals these longitudinal beams are joined byxcross-beams2, whichserve not "only as girths, but also to support some of theoperativepartsof the machine.

3 is the en ineers platform,'secured on the rear end bit .e frame, asshovwn.

The is supported by the tractionwheels D at the rear end and-thesteering-- "w heels E at thefront end thereof. The treetion-wheels,.-are mounted independently of each other'onisleev'es Dsecured in position on the rear axle D. This-axleissquare incross-section and is rigidly secured 1n POSi'. tion in the brackets Dwhich are-secured to the framework I The front end of the frame issupported on the axle of the steering a heels, preferably in .thwaygshown in the drawings.- 'F F are gooseneckbars rigidly secured at fto the beams 1" and extending upward and v outw wardtherefrom and curveddownward at 6 g isYapedestalto which the lower forward endsj of-lthe'goosenecks are secured It also ferrnsffonepart of the swivel-joint orfifth wheebfor the frontaxle, being secured to the framework H, carriedby'the axle K, 'onwhichthe steering-wheels E are mounted.

.g is the king or swivel pin adapted to fit into I thepedestal g and torotateabout the axis of the pedestal. This framework H consists,preferably, of a curved horizontally arrangedqoar h, having secured toits ends the "bearing-blocks h, inwhich the ends of the.

shaft Kare mounted. 7L2 is asaddle for the front axle K, it beingrigidly secured to the front endof the longitudinal bars h which attheir rear ends are secured to the bar 7b. The i king-pin 'g has securedto it theflange 9 which rests upon the saddle b and the'legs 3 9 uhichextend down on either side of the said saddle and are pivotallyconnected portion of the axle between the enlargements if square incross-section, as indicated, and the portions at either side of it beingcircular in cross-section. The steering-wheels E have extended hubs e ateither side of the wheel, the outer of said hubs being adapted toreceive the inner projections or bosses h hf of the bearings h and theinner hub being adapted to fit over the'enlargements k on the axle. Thisarrangement of parts insures against the lateral vibration of the.steeringwheels on their axles. It will be seen that by means of thisconstruction I provide not only for the use of relatively largesteeringwheels which are adapted to turn under the frame when the engineis being turned, but also. for a free use of-a driving-belt on theband-wheel, the steering-w heels being out of the vertical planes of thebelt-wheel. The

belt is used when a thresher or othr'machine is to be driven by theengine.

The engines B, preferably two in number and having their cranks atninety degrees to each other, are arranged at the front of the frameworkand have theircylinders 4 rigidly secured to the beams. 1 and theforemost cross-beam 2. Ihe engine-frames extend rearwardly and carrycrank-shaft bearings 5, secured to a crss-beam'2 near the center of theframework. 6 is the crank-shaft mounted in said central bearings on theengine frame and having its ends mounted in bearings 7 7, secured to thelongitudinal beams 1, one on each side of the frame.

8 is a fiy-wheel and belt-wheel keyed to the crank-shaft.

1 employ a power-transmittingmechanism by means of which power at twodifferent speeds may be imparted to the drivingwheels. A variable-speeddevice is of great importance, especially when the engine is called uponto do extremely heavy work in haulage or to get itself out of a rut orbit of bad road..

9 and 10 arepinions loosely mounted on thecrank-shaft 6. Each of thesecarries on its outer face one element 9 or 10 of a clutch, the otherelements ofwhich will be hereinafter described.

11 is a counter-shaft mounted in bearings- 12 12,"secured to the beams'1. This shaft.

carries at its opposite ends the gears 13 and 14, the former of-whichmeshes with the pinion9 and the latter of which meshes with the pinion10. 15 is'another' counter-shaft hav-" ing its axis of rotation in ahorizontal. plane somewhat below the horizontal plane ofthe axes of theshafts 6 and 11. 1 Tbs shaft.15 is mounted in bearings-16, likewisesecured to the beams 1. It has aoompensating gear at -17 which,being ofacommon or of any preferred form, need not .be described. '1 he masterwheel of the compensating gear meshes with the gear 14 on the counter-shaft 11.- At the end of this second counter-shaft or compensating-gearshaft 15 are the driving-pinions or bull-'pinio'ns 18 and 19, each beingloose as to the other and each driven by one of two elements of thecompensatinggear. The pinion 18 meshes with the driving-gear orbull-gear 20 and the other with the gear 21.. These'gears are rigid withtheir ground-wheels, respectively, the latter being mountedindependently of each other to provide for compensation.

22 is a longitudinally-movable bar or red transversely mounted inbearings 23, secured to the beams 1. This rod carries at its ends thearms or forks 24 24, of which the former engages the clutch-jaw 25 andthe latter of which engages the clutch-j aw 26, both of the latter beings lined to the crank-shaft 6.

' 27 is a belldrank lever pivotally secured at 27' to one of theengine-frames and having one of its arms pivoted at 28 to the rod 22,the other arm being pivoted to the rod 29, which extends rearward and isconnected to a hand-lever 30, mounted at one side of the engineerisplatform. It will be seen that when this hand-lever is thrown forwardthe rod 27 is shifted and brings into engagement the clutch-jaws 25 and9, so that the power fromthe crank-shaft is transmitted through 5 theinion 9, gear 13, and gear '14, and thence to the ground-wheels. Thiswill cause the mechanism to advance at its higher speed; Drawing thelever 30 rearward causes the engagement of the clutch-jaw 26 with .theclutch-jaw 10 on the pinion 10,which provides for the transmission ofpower at the slower speed.

When it is desired to use the engine merely for developing power foroperating some other mechanism, the fly-wheel is belted to thedriving-wheel of the other mechanism and the hand-lever 30 is thrown tomidway position, at which point both clutchjaws 25 and 26 are out ofengagement.

To control the steam, I rovide ifi"r)d.3 f', connected at its outer onwith a lever-arm 32, which is adaptedtooperate a throttlevalve in thesteam-supply pipe. end of this rod is provided near the engineersplatform with an' ordinary form of hand-lever 33, having the pawl 33adapted to. en

gage with the segment-rack 33 '-At 34 is a rod which extendslongitudinally of the engines and has its front endoonnected to thetrain of devices for shifting the eccentries to. reverse the engines.Atitsrear end this rod provided with ahand-lever 35, operable from theengineers platform.

The inner scares cured to the eyebolts of a turnbuckle 40. 41 is a loopor rectangle of metal pivoted at 41 to the bar h of the frame H. Thebolt 40 of the turnbuckle projects through the rear end wall of thisloop. 42 is a spring surrounding the bolt 40 within the loop and adaptedto exert pressure against the end wall of. the loop and against the nut41 on the bolt. The winding-drums for the steering mechanism are of thepeculiar form shown in Figs. 9 and 10. The winding-surface is tapered informand helically grooved to re ceive the coil of the chain as they arewound on the surface of the drum, the chain being ,COHDBCtBd between theprojections or ears 38 at the end of the largest helical flange of thedrum. The shaft 36 has rigidly secured to it the worm-wheel 43, whichmeshes with the worm 44 on the steering-rod 45. This rod extendsrearward and is provided with a hand-wheel 46, operable from theengineers platform.

47 is a brake wheel or drum rigidly secured to the shaft 15. 48 is thebrake-band on the drum provided with an operating-rod 49, having thehand-wheel 50, which is operable from the engineers platform. This brakedevice is constructed as shown in Fignll.

The brake-band 48 consists of two arms pr straps 48 and 48 pivoted to astud at 48, which is secured to the bearing-bracket 16. The rod 49extends through apertures in the free ends of these brake-arms and .hasa bolt 49*, adapted to bear against the end of the arm 48*. 49 is asleeve on the rod 49, ar-

ranged'between the ends of the brake-arms,-

and 49 is a spring abutting against said I sleeve and the outerend ofthe arm 48 A tube or hollow shaft 49* is fitted over the rod 49 and isadapted to hear at the one end upon the arm 48*- and, at the other endagainst the hand-wheel 50, the said wheel being threaded to receive thethreaded end 49 of the rod 49. It will be seen that by rotating thewheel in one direction the lever-arms 48 and 48 will be broughttogether, forcing the brake-shoes 48 and 48 against the periphery of thebrake-wheel, while when rotated in the other direction the arms will beseparated under the action of the spring 49% The bearings for the rearends of the steering-rod 45, the brake-rod 49,. the rod for shifting theeccentrics, and the rod for operating the speedgear clutches aresupported by a supplemental frame, (indicated as an entirety by L.) Thisframe consists of the upwardly-extending bars 52, secured to theframework of the platform 3. At their upper ends bars 52 are secured toa transversely-extending bar 53. This frame also serves tosupport thecanopy structure for the engine.

The fire-box C of the boiler C rests upon the longitudinal beams 1 andis rigidly secured thereto in any suitable manner. I

have shown it rigidly secured to the brackets c, which are in turnrigidly secured to the beams 1 of the frame. Thefront end C of theboiler is supported on and secured to'the cross beam or bar 54, which isin turn supported by the standard 55, rigidly secured to one of thetransverse beams or bars 2.

The parts of a traction-engine of my improved construction can berapidly and accurately assembled. It is well known that where theengines and shafting and gearing are mounted on the boilers considerabledifficulty is experienced in properly alining the numerous parts, owingto the curvature of the boiler; but in the present construction theengines can be quickly and accurately positioned on the frame entirelyirrespective of the boiler.

The engines and'the small movable parts immediately connected therewithare so ar-- ranged that access to the latter (the crossheads,connecting-rods, eccentrics, eccentricrods, eccentric reversing-gear,&c.) can be shaft, and, as above explained, the boiler is boltless andis relieved entirely of the strains and stresses arising from thethrusts and reactions of the engines and'thosearising from thevibrations of the traction mechanism, the

- engines, the shafts, the gearing, and the bearings for theoperating-rods and levers being all supported on the main frame entirelyindependentlyof the boiler.

The crank-shaft 6 is constructed as shown in Fig. 5. It is made up ofthe four disks or v crank-heads, the outer pair of which 6 have theextended tubular portions or journals 6 and the relatively small bosses6, the inner pair of the crank-heads 6 having the lessextended tubularportions or journals 6 and the relatively small bosses 6. The rest ofthe shaft is made up of sections of steel shafting, the two relativelylong sections 6 6 being keyed to the crank-heads 6*. Each of thesesections carries an enlargement Q which is fitted into a recess in theend of one of the extended tubular portions or journals 6". The twocrank-heads6 and 6 are connected by a relatively short shaftsection 6*,

having the enlarged portion 6 which fits against the bosses 6 6, thiscrank-section 6 having the crank-heads driven onto it. The

inner pair of crank-heads 6 are connected tubular projections 6 6.

which are received in recesses in theends of It will be seen that bythis construction I have provided a crank-shaft ofgreat strength and onethe parts of which can be separately machined and then assembled, thusavoiding theexpense incident to the construction of large steelcrank-shafts in which the parts are integral. The crank-head may be castwith the openings in'them for the steel shaft-sections, and the saidopenings may be drilled and reamed to proper size and where necessarykey-seated to receive the shaft. :The sections of steel shaft are all oflengths suitable for quick handling, in the lathe and key-' seatingmachine.

It is Well known that considerable' difliculty is experienced inproperly centering and turning up steel crank-shafts made from a singleingot, and it is to avoid this difficulty and the time and-expenseinvolved in the making of said crank-shafts that I have ,devised theconstruction herein described,- in which the parts maybe separatelymadeand.

then assembled.

It is understood that I do not limit myself to the exact number of partsherein shown in the construction of acrank-shaft-embodying my improvedinvention, as a shaft with any number ofcrank-pins in any desiredpositions in the crank-circle .relative to each other can be built upwithout departing from the spirit of my invention.

What I claim is- 1. In a traction-engine, the combination with ahorizontally disposed boiler, of a frame upon which said boiler 'rests,said framebeing rigid throughout and comprising longitudinal side beamsequally spaced apart from the front to the rear end of said boiler,engines supported on the frame independ- "ently of the boiler and havinga common crank-shaft arranged beneath the boiler and a fly-Wheel securedto said crank-shaft at one side of said frame, tractionwheels forsupporting the rear endof said frame, shafting and gearing supportedupon the frame independently of the boiler, and interposed be-.

tween the engines and the traction-wheels, and front steering-wheelsboth situated in vertical planes between the.vertical planes of thesides of the frame, substantially as set forth. I

2. In a traction-engine, the combination of a horizontally-disposedboiler, a frame upon which the boiler rests, engines supported 'upon theframe independently of the boiler and having a common crank-shaftmounted beneath the said boiler and a fly or belt wheel secured to saidcrank-shaft at one side of said frame, traction-wheels, support- Kingthe rear end of said frame, shafting and gearing supported upon theframe independently of the boiler and interposed between the engines andthe traction-wheels,-- andfront steering-wheels mounted on an axis infront of the said engines, one ateither side of the central vertical,longitudinal lane of the frame, andboth nearer to the said lane than thesaid belt wheel, substantia ly as set forth.

3.In a traction-engine, the combination of ahorizontally-disposedboiler, a frame upon which the boiler rests, engines supported upon theframe independently of the boiler and situated one at either side of thefront end of said frame, traction-wheels supporting the rear end of saidframe, shafting and gearing interposed between the engines and thetraction-wheels and supported upon said frame independently of theboiler," a

power transmitting belt wheel carried by said shafting at one side ofsaid frame, and

front steering-wheels both situated nearer to the central, longitudinal,vertical plane of the frame than the said belt-wheel and entirely infront of said engines, substantially as set forth.

4. In a traction-engine, the combination of a rigid frame havinglongitudinal side beams joined at intervals by cross-bars, ahorizontally-disposed boiler secured on said frame, a prime moversecured u on the frame entirely independently of sai boiler,traction-wheels supporting the rear end of said frame, shafting andgearing connecting said prime mover and said traction-wheels andsupported upon said frame entirely independ-- ently of said boiler, aforward extension secured to and supported by said frame independentlyof said boiler and situated between the vertical planes of the sides of.the frame, a steering-axle suitably connected to the front end of saidforward extension, and steering and supporting Wheels mounted on saidaxle entirely in front of said prime mover and less distant apartthansaid traction-wheels, substantially asset forth.

5. In a traction-engine, the combination of a rigid frame, ahorizontally-disposed boiler secured to said frame, a prime moversecured upon tlfe frame entirely independently of said boiler and havinga crank-shaft arranged transversely beneath said boiler, and apower-transmitting belt-wheel carried by said crank-shaft at one side ofsaid frame,

traction-wheels for supporting the -rear end of said frame,- shaftingand gearing connecting said crank shaft and traction-wheels, andsupported upon said-frame entirely independ ently of said boiler, aforward extension secured to and supported by said frame and arrangedout of alinement with-said belt-wheel,

a steering-axle suitably connected to the front end-of said forwardextension, and steering and supporting wheels mounted on said axle, oneat eitherside of the central,

vertical, longitudinal-plane of the frame and nearer thereto than-saidbelt-wheel, substantially as setforth scares 6. In a traction-engine,the combination of a frame, a horizontally-disposed boiler secured onthe said frame, engines secured upon the said frame at either sidethereof and beneath and entirely independently of said boiler, a commoncrank-shaft for the said engines mounted on said frame beneath saidboiler, a belt or fly wheel on said crank-shaft arranged at one side ofsaid frame, tractionwheels supporting the said frame near its rear end,power-transmitting devices between said crank-shaft and saidtraction-wheels, a forward extension secured to said frame independentlyof said boiler and situated be tween the vertical planes of the sides ofthe frame, a steering-axle suitably connected to saidforward extensionin the central, vertical, longitudinal plane of the said frame, and

steering-wheels mounted on said steeringaxle, one at'either side of saidcentral, vertical, longitudinal plane, and both nearer to the said planethan the said belt-wheel, substantially as set forth.

7 In a traction-engine, the combination of a frame, ahorizontally-disposed boiler secured on said frame, engines secured uponsaid frame at either side thereof and beneath and entirely independentlyof said boiler, a common crank-shaft for said engines mounted on saidframe beneath said boiler, a belt or fly wheel on said crankshaft andarranged at one side of said frame, traction-wheels supporting saidframe at its rear end, powertransmitting devices interposed between saidcrank-shaft and said traction-wheels,aforward extension carried by saidframe and extending in front of the said engines thereon and to a pointin the vertical, central plane iof the frame, a steering and supportingaxle,

means for pivotally connecting said axle to said forward extension on avertical axis in said central, vertical, longitudinal planeof saidframe, and supporting and steering wheels mounted on said axle, one ateither side of said central, vertical, longitudinal plane of the frameand less distant therefrom than the said. fly or belt wheel,substantially as set forth.

'8] In a traction-engine, the combination of a frame comprising sidebars equally spaced apart from end to end and joined at intervals bycross-bars, a forward extension carried by said frame, traction-wheelsarranged to support the rear end of said frame, a steering-axle suitablyconnected to said forward extension at its front end, steering-wheelsmounted onsa1d axle, one at either side of its connection with saidforward extension, en-

gines, one secured at either side of the front end of said frame, acommon crank-shaft for the engines mounted transversely on said frame, afly or belt wheel secured to said crankshaft, and arranged at one sideof said frame and out of alinement with the steering-Wheel on that sideof the frame, power-transmitting devices interposed between saidcranlrshaft and said traction-wheels, and a horizontally-disposed boilersecured on the frame independently of the engines and gearing thereon,substantially as set forth.

9; In a traction-engine, the combination of a frame comprisinglongitudinal side beams joined at intervals by cross-bars,tractionwheels arranged to support the rearend of said frame, twoengines secured to said frame near the front end thereof, a commoncrankshaft for the engines, mounted transversely on the frame, a fly orbelt wheel secured to said crank-shaft and arranged at one side of saidframe and in line with the tractionwheel on the same side of the frame,powertransmitting devices interposed between said crank-shaft and saidtraction-Wheels, a forward extension carried by said frame and out ofalinement with said belt-wheel, a steering-axle suitably connected tosaid forvward extension in front of said engines, andsteer1ng-wheels,each mounted on said axleat either side of itsconnection with said forward extension and nearer to the central,

vertical, longitudinal plane of the frame than power-transmittingdevices interposed be tween said crank-shaft and said tractionwheels, aforward extension carried by said frame and out of alinement with saidbeltwheel, a steering-axle suitably connected to said forward extensionin front of said engines, and steering-wheels, each mounted on said axleat either side of its connection with said forward extension and nearerto the central, vertical, longitudinal plane of the frame than saidbelt-wheel, and having'its periphery intersecting the plane containingthe side beams of the said frame, substantiallyas set forth.

in testimony whereof I afl lx my signature in presence of two witnesses.

' MARTIN J. noeaivi Witnesses:

H. L. Snnenn, Cans. A. Sromznne.

